Pneumatically-propelled hydroplane.



R. E. KELLOGG" PNEUMATICALLY PROPELLED HYDHOPLANE.

APPLICATION F ILED M16121, I9I6.

4 SHEETS-SHEET 1.

R. E. KELLOGG.

PNEUMA'TICALLY PROPELLED HYDROPLAN i iii il ww Patented Aug. 28, 1917.

4 SHEETSSHEET 2.

APPLICATION FILED AUG-21, 1916.

'1 238,4:@&

R. E. KELLOGG.

PNEUMATICALLY PROPELLED HYDROPLANE.

APPLICATION HLED AUG-21,19I6.

Patented Aug. 28, 1917.

4 SHEETSSHEET 3.

R. E. KELLOGG.

' PNEUMATICALLY PROPELLED HYDROPLANE.

APPLICATION FILED AUG-21, 1916.

Swvemtw 517156110 EINKTE gTAT AENT @FKQ.

RAY E. KELLOGG, OF LOS ANGELES, CALIFORNIA.

PNEUMATICALLY-PROPELLED HYDROPLANE.

Application filed August 21, 1916.

To all whom it may concern:

Be it known that I, RAY E. KnLLoGe, a citizen of the United States, residing at Los Angelcs, in the county of Los Angeles and State of California, have invented certain new and useful Improvements in Pneumatically-Propelled Hydroplanes, of which the following is a specification.

My invention relates to new and useful improvements in hydroplanes and has for its primary object the provision of a hydroplane which will be propelled by pneumatic means, air being forced rearwardly into the water through the bottom of the hydroplane adjacent the bow and serving not only to propel the hydroplane over the water but also to elevate it in the water and materially decrease its draft.

In this connection, a still further object of my invention consists in providing an air pump or fan for the purpose of supplying air necessary for driving the hydroplane and in providing a hydraulic transmission between a suitable source of energy such as an internal combustion engine and this fan so as to secure the maximum power efficiency at both low and high speeds.

Another object which I have in view is the construction of a body or hull for the hydroplane of such character as to offer as little resistance to the water as possible and still of such shape that it will be stable and will ride upon an even keel at all speeds.

A further object of my invention consists in providing a novel form of main keel for the hydroplane having a rear portion free with respect to the hull and capable of being swung in one direction or the other to serve as a rudder.

My improved hydroplane has its body so designed that its draft at the bow is greater than at the stern in order that the bow of the hydroplane when it is rounding turns, may hold its direction for a considerable extent while the stern of the hydroplanc swings under the direction of the rudder.

Another object of this invention consists in providing means for stabilizing the hy droplane upon turns which consists in the provision of suitable valves controlling the motive power or air employed in driving the hydroplane so that while under normal conditions, the air will be driven into the water throughout the entire width of the hull, under other conditions it may be driven into the water only at one side of the hull Specification of Letters Patent.

Patented Aug. 28, 1917.

Serial No. 116,154.

so that the other side will sink deeper into the water and permit tilting of the hydroplane in rounding turns.

In this connection, a still further object of my invention consists in providing a steering wheel or tiller so arranged as to both control the rudder and the valves governing the supply of motive fluid or air thereby insuring proper tilting of the hydroplane upon turns.

Another object of my present invention consists in the provision of a novel form of brake for checking the movement of the hydroplane through the water.

Nith these and other objects in view, my invention will be more fully described, illustrated in the accompanying drawings, and then specifically pointed out in the claims which are attached to and form a part of this application.

In the drawings:

Figure 1 is a top plan view of the improved liydroplane,

Fig. 2 is a side elevation,

Fig. 3 is a central longitudinal section through the bow of the boat showing the driving fan or air pump,

Fig. 4 is a fragmentary sectional view showing a portion of the hydraulic transmission,

Fig. 5 is a vertical sectional view taken through the line 55 of Fig. 3, still further illustrating the drive mechanism and also showing the transverse sectional shape of the hull near the bow of the hydroplane,

Fig. 6 is a corresponding view on the line 6-6 of Fig. 1, showing the cross-sectional shape of the hull at a point nearer the stern,

Fig. 7 is a fragmentary perspective view of the valves controlling the motive fluid or air and the means for controlling them,

Fig. 8 is a perspective view of the brake mechanism, and

Fig. 9 is a perspective view of the steering mechanism and rudder.

The hull of my improved hydroplane is substantially rectangular in shape and includes a rectangular bottom 10 slightly rounded at the stern, as shown in Fig. 1, and having its forward end square and curved upwardly at the bow, as shown in Fig. 3. Secured to the longitudinal edges of this bottom. are vertically disposed inner side walls 11 of such height that at their forward ends. they merge into the upturned end of the bow while secured across the rear edge of the bottom is a back wall or stern forming wall 12. As best shown in Figs. 5 and 6, the inner side walls at their lower edges project below the bottom of the hydro plane to provide what may in effect be termed bilge keels 13 which taper in depth from the bow portion of the boat to the stern at which point they almost merge into the bottom of the boat. Outer side walls 14: are secured at their lower edges to the extended lower edges of the inner side walls and have their upper edges spaced outwardly from the inner side walls, as clearly shown in Figs. 5 and 6. These walls are concaved near the bow to present a sharp lower edge to the water and are convex near the stern, the change in curvature being a gradual one from end to end of the walls. Also, as shown in these figures, the inclination of the outer side walls changes gradually from the bow of the hull to the stern, the outer side walls at the bow being nearly vertical while at the stern, they are inclined downwardly and inwardly to a considerable extent. Gunwale strips 15 close the space between the edges of the outer side walls and the inner'side walls and incline downwardly and outwardly, as shown in Figs. 5

and 6. The hull thus described is preferably constructed of sheet metal or other strong material and the joints are so formed that the gunwale strips together with the inner and outer side walls, provide airtight chambers or compartments at each side of the hull to give'the hydroplane suflicient buoyancy and to render it non-sinkable.

As shown in Fig. 3, the bottom wall 10 is in effect formed in two parts a rear portion 16 which is substantially horizontally disposed and a forward portion 17 which constitutes the upwardly curved bow portion of the bottom wall, the adjacent edges of these wall sections extending transversely of the hull and in overlapping relation, the rear or free edge of the bow section 17 extending beneath and rearwardly of the forward edge of the stern section 16 and being spaced below such section to provide a transverse slot or passage through the bottom of the hull, as indicated at 18 in Fig. 3 and the purpose of which will be later explained. A main keel 19 extends longitudinally of the bottom section 16 of the hull bottom and centrally thereof, being substantially equal in height at its forward end to the space between the front and rear bottom sections of the hull and gradually increasing in depth toward the stern of the hull. This keel, through the major portion of its length, is provided, at its upper edges, with laterally directed flanges 20, by means of which it is connected to the bottom wall section 16 while its rear portion is free of such flanges and free of connection to the bottom wall, as indicated in Fig. 9. This keel or at least the rear portion of this keel is formed of resilient metal or other suitable material so that its rear portion which is free of connection to the bottom wall may be warped or swung from side to side to serve as a rudder. For this purpose, its rear end is provided with an upwardly directed tiller post 21 carrying a transverse tiller plate 22 arcuate in shape to bear a ainst the stern wall 12 of the hull as the rudder or rear portion of the keel is swung from side to side by means which will be later explained. A gunwale or overhang 23 is also formed at the stern of the hull to prevent the splashing of water into the hydroplane.

The hull at a point slightly to the rear of the juncture of its bottom walls is provided with a transverse partition wall 24 which extends vertically and at its upper end proj ects considerably above the sides of the hull. Preferably, the partition wall is a continuation of the bottom wall section 16 as inclicated in Fig. 3, such section being bent rearwardly upon itself and then upwardly to provide the partition wall but this structure is not an essential feature. The inner side walls 11 at their forward portions are provided with upward extensions or wings 25 having horizontally disposed upper edges lying in the plane of the upper edge of the partition wall 2 1, these extensions at their forward edges terminating flush with the bow of the hydroplane as clearly illustrated in Fig. 3 and a cylindrical well or chamber 26 substantially equal in diameter to the space between the inner side walls is formed immediately in advance of the partition wall 24. The cylindrical wall 27 providing this chamber at the rear portion terminates substantially flush with the upper edges of the wings 25 and the partition wall while at the forward portion it terminates at substantially the level of the upper edges of the side walls proper of the hull, a lower deck 28 connecting the forward upper edge portion of this cylindrical, wall with the forward edge of the bottom section 17 and with the inner side walls, as clearly shown in Fig. 3 to provide with the side walls three sides of a rectangular passage equal in width to the width of the hull and opening into the well 26. i

A hood 29 closes the upper portion of this passage and also the top of the well. This hood includes a top wall 30 and depending side walls 31 which engage snugly against the wings 25 and a depending rear wall 32 which correspondingly engages against the rear face of the partition wall 24, this rear wall, at its ends, being slotted for the passage of the rear portions of the wings 25. The hood is open, at its forward end, in order that air may pass into the well through the passage 33 between the hood and lower deck and between the wings 25. Preferably,

this hood is pivoted or hinged by the forward portions of its side walls to the forward portions of the wings as shown at 34 in order that the hood and all parts carried thereby may be raised to permit access to the well when necessary. Disposed within the hood is a semi-circular wall 36 which fits snugly within the upper rear portion of the well forming cylindrical wall 27. Secured to the inner face of the bottom wall section 17 and centrally of the well or chamber 26 is a plate 37 carrying an upstanding bearing socket 38 to journal one end of a vertically disposed shaft 39, the opposite end of which extends through a bearing sleeve 40 carried by the top wall 13 of the hood, projecting past the hood and carrying at its outer end the rotor 41 of a centrifugal pump 42, this rotor being free for turning movement in the pump casing 43 mounted upon the top face of the hood 29. That portion of the shaft 39 between the sleeve 40 and the bearing socket 38 carries a blower or fan propeller 44 which operates in the well 26 and which when driven will draw air through the passage 33 into the well and expel it through the slot or passage 18 between the bottom wall sections of the hull. The plate 37 is preferably provided with a rearwardly directed web 45 which extends to the forward edge of the bottom wall section 16 and in effect divides the slot or passage 18 into two portions of equal length so that by the provision of proper valves which will be later explained, air may be forced through the bottom of the hull at both sides or at either side desired.

The pump 42, above described, forms one element of the hydraulic transmission which I employ for transmitting power from any suitable type of internal combustion engine 46 to the fan 44. One end of the crank shaft of this engine projects beyond its casing and carries a fly wheel 47 by means of which the crank shaft may be turned over to start the engine and its opposite end projects into a second pump housing 48 mounted upon the forward end of the engine casing. The pump 48 is provided with a tangential discharge pipe 50 which is detachably connected by a coupling 51 with the tangentially disposed inlet pipe 52 of the pump 42 while the pump 42 is provided with an axially extending discharge pipe 53 connected by a 1 coupling 54 to the axial inlet pipe 55 of the pump .48. It will therefore be seen that if the two pumps and their inlet and outlet pipes are filled with any suitable fluid, such as water, and the engine is driven, power will be transmitted from the engine to the rotor of the pump 48 and so to the rotor of the pump 42 to drive the shaft 40 and its propeller fan 44. A fuel supply tank 56 may be mounted at any part on the hydroplane and a supply pipe 57 led from it to the carbureter 58 which may be controlled by any suitable means either automatic or manual, as preferred, the engine control forming no part of my present invention.

A seat 59 is provided mounted at the stern of the hydroplane and at one side thereof for the operator and disposed in advance of the seat is a steering column 60. This steering column passes through and is j ournaled in the end portions of an elliptical frame or sling 61, being free for rotation in this sling and being held from longitudinal movement therethrough by stop collars 62. The sides of the sling or frame 61 are provided with oppositely directed trunnions 63, one of which seats in a socket bearing 64 mounted upon the bottom wall of the hull and the other of which seats in a corresponding socket bearing 65 formed in the under face of a U-shaped brace member 66' which extends transversely of the hydro plane with its ends connected to the inner side walls and with its intermediate portion spaced above the bottom of the hull. Wound about that portion of the rotatable steering column 60 between the innermost of the stop collars is a cord or cable 67 the ends of which are passed in opposite directions about the knee braces 68 secured at the corners of the brace 66 rearwardly through openings formed at the opposite sides of the rear wall and are secured to the tiller plate 22, as shown in Fig. 9. It will therefore be clear that any turning of the steering column by means of the steering wheel 69 will result in the swinging of the rear portion of the keel which forms a rudder to one side or the other so that the direction of the hydroplane may be varied at will.

As an aid to steering the hydroplane, I provide a pair of valves 70 which are disposed at diametrically opposite sides of the well and which are normally held in open position by leaf springs 71. These valves in effect form a portion of the well bottom and may be swung upwardly as will be appreciated from a reference to Fig. 3 of the drawings to close the air outlet slots or openings 18 at either side of the web 45. Either one of these valves may be closed to cause all of the air discharged from the propeller fan to pass beneath the hull at one side or the other as preferred to facilitate turning movement as will be later explained. To operate these valves, the sling or frame 61 is provided, at its lower end with an extension or stud 72 which extends parallel to but out of alinement with the steering column and a cord or cable 73 has its intermediate portion fixed to this stud in any suitable manner and its ends drawn through knee braces 74 at opposite sides of the hull and extended through openings 7 5 formed in the partition wall and in the wall of the &

well and connected to the valves, as shown at 76. As will be clear, if the steering column is swung to one side about the trunnions as a pivot, one of the valves will be closed while the other will remain open. If the column is swung in the opposite direction, the other valve will be closed while the first valve will remain open, the column normally occupying an intermediate position so that both valves are open.

In order that the operator may check the progress of the hydroplane at will, I provide a brake structure, best shown in Fig. 8 of the drawings. This brake structure includes a U-shaped bow 81, the sides of which engage against the outer side walls of the hydroplane and the intermediate portion against the back wall of the hydroplane. A shaft 82 extends transversely of the hydroplane in advance of the operators seat and the ends of the bow are fixed to the ends of this shaft so that turning of the shaft will cause corresponding swinging of the intermediate portion of the bow. The bow upon its outer face is preferably provided with a longitudinally extending reinforcing web or shoulder 83 and the intermediate portion of the bow is preferably of considerable width in order that when it is swung downwardly below the bottom of the hull, it may ofler considerable resistance to the passage of the hydroplane through the water. A second transverse shaft 84 is journaled in bearings 85 mounted upon the gunwales of the hull and at its ends carries crank arms 86 which are connected by links 87 to cars 88 formed upon Or carried by the rear side portions of the how. The shafts 82 and 84 are provided with crank arms 89 and 90 respectively which are connected by a link 91 in such a manner that turning of the shaft 82 in one direction will cause a reverse turning of the shaft 84:. A foot pedal 92 is fixed to the shaft 82 and so arranged that pressure exerted upon it by the operator when in his seat will cause the shafts 82 and 84: to turn to depress the rear or intermediate portion of the brake forming bow. A spring 93 is fixed to the crank arm 89 and to any fixed portion of the hull in such a manner as to constantly tend to hold the brake forming bow in elevated position and to return it to such position as soon as pressure is removed from the foot pedal 92.

From the foregoing description, taken in connection with the drawings, the operation of my improved pneumatically driven hydroplane will be readily understood. Assuming that the engine is running it will drive the pump 48 which will in turn drive the pump 42 and the air fan or propeller 44. This fan will draw air in through the passage 82 and discharge it through the slots or openings 80 in the bottom of the hydroplane in a rearward direction. This air will cause the hydroplane to rise somewhat but due to the sides of the hull extending below the bottom, the air will be forced rearwardly throughout the length of the hydroplane and discharged at the stern. The air blowing over the water or between the water and the hydroplane in this manner will create a series of transverse waves extending throughout the length of the hydroplane and the air will act upon these waves as pistons to drive the hydroplane forwardly, the speed of the boat, of course, depending upon the speed at which the engine is driven. If the operator wishes to turn the hydroplane to the right, he will turn the steering wheel in a clockwise direction to swing the rear end of the keel or the rudder thus formed to the right. At the same time, he will swing that end of the steering column carrying the wheel to the right about the trunnions of the steering column frame as a pivot to close the right hand valve 70 so that the air discharged will be discharged along the left hand side of the hydroplane between the main keel and the left hand bilge keel. As a result, the rudder will not only tend to swing the hydroplane but the drive being wholly upon the left hand side will also tend to swing the hydroplane. Furthermore, the lack of air at the right hand side of the hydroplane will cause such side to sink somewhat deeper into the water which will cause a very rapid turning of, the hydroplane and which will also cause an inclination of the hydroplane such as will prevent any possibility of its upsetting. The speed of the hydroplane may be controlled by governing the speed of the engine and if at any time it becomes necessary to rapidly check the speed of the hydroplane, the brake may be swung downwardly to project into the water by merely pressing upon the foot pedal.

By forming the side walls of the hull in the manner described, that is deeper at the front than at the stern and inclining inwardly toward each other more at the stern than at the bow, the hydroplane will at all times seat slightly deeper at the bow than at the stern with the result that in rounding a turn, the bow of the hydroplane will hold to its course while the stern will slue to one side or the other. Because of this, the hydroplane may be turned in a much more restricted space than would otherwise be possible. The hydraulic transmission insures the maximum power efficiency for all water and also acts as a lubricant between the surfaces of the hydroplane and the water and as a shock absorber. Inasmuch as the air is drawn in through the front of the hydroplane and through a space nearly equal in sectional area to the sectional area of air displaced by the passage of the hydroplane, practically all head resistance to the movement of the hydroplane due to air is avoided. Also, as it escapes beneath the stern of the hydroplane, it will expand and consequently do away with the greater part of the rear suction. The mounting of the propeller to revolve in a horizontal plane is of considerable importance as it does away with any gyroscopic effect since the only turning of the hydroplane is in the plane of rotation of the propeller.

Because of the extremely slight draft of my hydroplane and its ability to turn quickly in restricted spaces, it is particularly adapted for use on shallow rivers and lakes and is of great value in such places as it can be run at relatively high speed with little power, the doing away to a great extent with air resistance and the decreasing of the draft of the hydroplane at high speeds rendering it possible to run the hydroplane at maximum speed with very little more power than is required to run it at low speeds.

With the centrifugal pumps employed in my transmission, the flow of fluid is dependent upon the resistance offered to its flow so that in starting the boat the liquid will move through the transmission slowly, but with a relatively heavy pressure, while as the speed increases and the resistance decreases, due to the more rapid flow of air from the propeller, the fluid in the hydraulic transmission will flow much faster through the pumps and make more turns in the driven pump before it reaches the return pipe so that a constant torque is maintained at all speeds. Because of this, no clutch between the engine and the transmission is required as the fluid in the transmission need not circulate when the pumps are turning at low speed and the air propeller would, therefore, be rendered ineffective. If, however, any clutch is desired one may be provided by introducing a bypass 94 between the inlet and outlet pipes of the drive pump a8 and providing a valve 95 in this bypass controllable by a hand lever 96 connected to the valve by a link 97.

Having thus described my invention, what I claim and desire to secure by Letters Patent is:

1. In a hydroplane, a hull having a substantially horizontal plane-surfaced bottom throughout the greater portion of its length, the bottom being upturned at the front to provide a bow, and side walls inclining downwardly and inwardly secured to the bottom .and extending at their lower edges below the bottom, the side walls being inclined inwardly to a greater extent toward the stern than toward the bow.

In a hydroplane, a hull having a substantially horizontal plane-surfaced bottom throughout the greater portion of its length, the bottom being upturned at the front to provide a bow, and side Walls inclining downwardly and inwardly secured to the bottom and extending at their lower edges below the bottom, the extent to which the side walls project below the bottom decreasing from the bow portion to the stern and the inward inclination of the side walls increasing from the bow to the stern.

3. In a hydroplane, a substantially rectangular shaped hull having a bottom wall upturned at its forward end to provide a bow and having its side walls projecting below the bottom wall rearwardly of such upturned end and formed with a transverse opening adjacent the juncture of the up turned end with the remaining portion of the bottom wall, and means for forcing air through the transverse opening for propelling the hull, said means including a cylindrical well formed in the hull adjacent the bow, a hood covering the well and extending flush with the bow throughout the entire width of the hull and open at its forward end throughout the entire width of the hull, and a fan propeller mounted in the well to draw air through the hood and discharge it through the opening in the bottom of the hull.

4. In a hydroplane, a substantially rectangular shaped hull having a bottom wall upturned at its forward end to provide a bow and having its side walls projecting below the bottom wall rearwardly of such upturned end and formed with a transverse opening adjacent the juncture of the upturned end with the remaining portion of the bottom wall, and means for forcing air through the transverse opening for propelling the hull, said means including a cylindrical well formed in the hull adjacent the bow, a hood covering the well and extending flush with the bow throughout the entire width of the well and open at its forward end throughout theentire width of the hull, a fan propeller mounted in the well to draw air through the hood and discharge it through the opening in the bottom of the hull, a source of energy, and a hydraulic transmission between the source of energy and the fan propeller.

5. In a hydroplane, a substantially rec tangular shaped hull having a bottom wall upturned at its forward end to provide a bow and having its side walls projecting below the bottom wall rearwardly of such upturned end and formed with a transverse opening adjacent the juncture of the upturned end with the remaining portion of the bottom wall, and means for forcing air through the transverse opening for propelling the hull, said means including a cylindrical well formed in the hull adjacent the bow, a hood covering the well and extending flush with the bow throughout the entire width of the well and open at its forward end throughout the entire width of the hull, a fan propeller mounted in the well to draw air through the hood and discharge it through the opening in the bottom of the hull, a source of energy, and a hydraulic transmission between the source of energy and the fan propeller, said hydraulic transmission including centrifugal pumps one operatively connected to the fan propeller and the other to the source of energy and communicating means between the discharge port of each pump and the inlet port of the other pump.

6. In a hydroplane, a hull, a main keel extending longitudinally and centrally of the bottom of the hull with its rear portion free of attachment to the hull and adapted to be sprung from side to side to act as a rudder, and means for controlling the swinging of the rear portion of the keel to steer the hull.

7 In a hydroplane, a hull including a bottom wall upturned at its forward end and side walls inclined downwardly and inwardly and projecting at their ends below the bottom of the hull, a main keel extending longitudinally of the bottom of the hull and centrally thereof, the bottom of the hull adjacent its upturned end being formed with transverse openings at either side of the main keel and extending substantially the entire distance between the main keel and the side walls of the hull, means for forcing air through the openings to propel the hydroplane, means for steering the hydroplane, and means for shutting off the passage of air through either of the openings to assist in steering the hydroplane.

8. In a hydroplane, a hull including a bottom wall upturned at its forward end and side walls inclined downwardly and inwardly and projecting at their ends below the bottom of the hull, a main keel extending longitudinally of the bottom of the hull and centrally thereof, the bottom of the hull adjacent its upturned end being formed with transverse openings at either side of the main keel and extending substantially the entire distance between the main keel and the side walls of the hull, means for forcing air through the openings to propel the hydroplane, means for steering the hydroplane, means for shutting off the passage of air through either of the openings to assist in steering the hydroplane, and means for controlling and operating both of the said latter means simultaneously.

9. In a hydroplane, a hull having a bottom wall curved upwardly at its forward end and side walls projecting downwardly and inwardly and extending below the bottom wall, the amount to which the side walls project below the bottom wall decreasing from the bow portion to the stern of the hull and the inward inclination of the side walls increasing from the bow portion to the stern of the hull, a main keel extending longitudinally and centrally of the bottom wall of the hull with its rear portion free of connection to the bottom wall and capable of swinging movement from side to side, the bottom wall of the hull being formed with transverse openings extending between the main keel and side walls of the hull and adjacent the upturned forward end thereof, means for forcing air through the openings to propel the hydroplane, valves controlling the passage of air through the openings, and means for simultaneously swinging the rear end of the keel to one side and for closing that valve controlling the passage of air throiwh the opening at the same side.

10. ln a hydroplane, a hull having a bottom wall curved upwardly at its forward end and side walls projecting downwardly and inwardly and extending below the bottom wall, the amount to which the side walls project below the bottom wall decreasing from the bow portion to the stern of the hull and the inward inclination of the side walls increasing from the bow portion to the stern of the hull, a main keel extending longitudinally and centrally of the bottom wall of the hull with its rear portion free of connection to the bottom wall and capable of swinging movement from side to side, the bottom wall of the hull being formed with transverse openings extending between the main keel and side walls of thehull and adjacent the upturned forward end thereof, means for forcing air through the. openings to propel the hydroplane, valves controlling the passage of air through the openings, and means for simultaneously swinging the rear end of the keel to one side and for closing that valve controlling the passage of air through the opening at the same side, said means including a steering column mounted for rotation and for lateral swinging movement, operative connection between the steering column and the rear portion of the keel whereby rotation of the steering column will swing the rear portion of thekeel, and operative connection between the steering column and the valves whereby lateral swinging of the steering column in one direction or the other will close one or the other of the valves.

11. In a hydroplane, a hull, propelling means, and braking means, said means including shafts extending transversely of the hull and free for turning movement, a substantially U-shaped member having its ends loosely mounted on one of the shafts, arms fixed to the other shaft, links connecting the arms with the intermediate portion of the member, such portion projecting beyond the stern of the hull, arms oppositely extending from the shafts, a link connecting the latter arms, and a pedal fixed upon the first shaft.

12. In a hydroplane, a hull including side Walls and a bottom wall spaced from the lower edges of the side walls and formed adjacent its forward end with alined spaced transversely extending slots, means for forcing air through the slots to propel the hydroplane, and means for selectively cutting off the flow of air to either slot.

13. In a hydroplane, a hull having a substantially horizontahplane surfaced bottom upturned at its front to provide a bow, and side walls inclining downwardly and inwardly secured to the bottom, the side walls being vertically concave near the bow and vertically convex near the stern and merging from one surface to the other.

14. In a hydroplane, a hull having a bottom wall formed adjacent the bow of the hull with a transverse opening a vertically disposed substantially cylindrical well formed in the forward portion of the hull and open at its upper end and communicating with the opening, a propeller mounted to revolve in a horizontal plane located within the well, a hood swingingly fixed to the hull and normally closing the upper end of the well, a source of energy, and power transmitting means between the source of energy and the propeller, the hood being open at the front to admit air to the Well.

In testimony whereof I aflix my signature.

RAY E. KELLOGG. a 5.

Copies of this patent may be obtained for five cents each, by addressing the commissioner of Patents, Washington, D. G. 

